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A.  tsl  or  South  . In  thru  cite  Coalfield. 
B X "f  or  Middle 
C.  91?  or  Wyoming  ■• 


Washing  te 


REPORT 


OF  A 

LATE  RESURVEY  AND  EXAMINATION 

OF  THE 

NORTH  BRANCH  CANAL, 

SHOWING  ITS 

PRESENT  CONDITION  AND  PROBABLE  REVENUE: 

ACCOMPANIED  BY 

A MAP. 


BY  WILLIAM  B.  FOSTER, 

CIVIL  ENGINEER. 


WITH 

AN  APPENDIX, 

CONTAINING  A SYNOPSIS  OF  THE  SEVERAL  LAWS  INCORPORATING  THE  NORTH 

BRANCH  CANAL  COMPANY; A VIEW  OF  THE  EXTENDED  CHAIN 

OF  INTERNAL  IMPROVEMENTS  IT  WILL  UNITE,  ETC. 


PHILADELPHIA: 

TOWNSEND  WARD,  45  SOUTH  FOURTH  STREET. 

1847. 


Crissy  & Markley,  Printers. 


\ Vys/v/y 't'  ^*-0  iss  *y — ^ 


1)  $ H 
F|Hr 

NORTH  BRANCH  CANAL. 


An  effort  has  been  making  for  some  time  past,  for  the  completion 
of  this  important  link  in  the  internal  navigation  of  the  Atlantic  states. 
A very  considerable  portion  of  the  stock  of  the  Company  incorpora- 
ted by  the  Legislature  of  Pennsylvania  for  this  purpose,  has  been 
subscribed  by  intelligent  capitalists,  who  have  entire  confidence  that 
it  will  soon  prove  one  of  the  most  profitable  investments  which  the 
country  affords.  To  answer  satisfactorily  the  numerous  inquiries  in 
regard  to  this  great  work,  and  to  exhibit  in  the  most  authentic  form, 
its  present  condition,  and  future  prospects,  it  has  been  deemed  expe- 
dient to  present  to  the  public  the  subjoined  report. 

It  is  proper  to  add  on  the  part  of  the  Company,  that  in  the  selec- 
tion of  an  Engineer  to  re-examine  this  Canal,  few  persons  could  have 
been  found  so  well  qualified  in  almost  every  particular,  for  the  per- 
formance of  this  duty,  as  the  gentleman  to  whom  it  has  been  confided. 
Besides  twenty  years  experience  in  the  line  of  his  profession — 
he  has  had  charge  of  the  work  in  question  as  principal  engineer,  for 
upwards  of  four  years;  and  his  supervision  continued  three  years 
more,  down  to  the  present  time,  as  one  of  the  Canal  Commissioners 
of  the  State.  His  experience,  and  the  opportunity  thus  afforded  him 
for  a thorough  knowledge  of  the  subject  of  his  report — added  to  Mr. 
Foster’s  well  established  character,  claim  for  his  views  the  fullest 
confidence  of  the  public. 

b 41707 


REPORT. 


* 


HON.  GARRICK  MALLERY, 

PRESIDENT  OF  THE  NORTH  BRANCH  CANAL  COMPANY. 

Sir, — In  compliance  with  the  request  contained  in  your  com- 
munication of  the  6th  of  November  last,  I immediately  proceeded  to 
make,  in  person,  a careful  re-examination  of  the  North  Branch  Canal, 
in  its  whole  extent;  and  now  respectfully  submit  a report  upon  the 
present  condition  of  the  work,  with  estimates  of  the  cost  of  comple- 
tion, the  probable  revenue  to  be  derived  from  it,  together  with  some 
other  suggestions  which  are  deemed  pertinent  to  the  subject. 

An  union  of  the  valley  of  the  Susquehanna  with  the  great  Western 
Lakes,  and  opening  a convenient  avenue  for  exchanging  the  rich 
mineral  staples  of  Pennsylvania  for  those  of  New  York — entered  into 
the  earliest  plans  of  internal  improvement  presented  to  the  public 
mind  in  the  Atlantic  States.  It  was  embraced  also,-in  the  grand  and 
comprehensive  schemes  adopted  both  by  Pennsylvania  and  New 
York;  and  after  being  prosecuted  to  the  very  verge  of  completion, 
was  only  abandoned  under  circumstances  of  the  most  imperative 
necessity.  In  New  York,  the  Chenango  and  Chemung  Canals  were 
both  completed  avowedly  for  the  purpose  of  reaching  the  coal  and 
iron  treasures  of  Pennsylvania;  and  the  North  Branch  Canal  was 
prosecuted  by  our  State  to  meet  the  advances  of  New  York,  and  de- 
signed to  unite  with  one  or  both  those  avenues.  From  1836  to  1841, 
the  work  progressed  with  great  energy:  and  when,  in  May  of  the 
latter  year,  the  State  directed  a suspension  of  work  on  all  the  un- 
finished lines  of  improvement — there  had  been  expended  upon  what 
was  termed  the  “ North  Branch  extension”  the  sum  of  two  millions 
four  hundred  and  eighty-four  thousand  nine  hundred  and  thirty-nine 
dollars  and  sixty  cents ! 

At  the  next  session  of  the  Legislature  of  Pennsylvania,  after  the 
suspension  of  this  work,  the  people  immediately  interested  in  it,  pro- 
cured the  passage  of  a law  authorizing  the  incorporation  of  a Com- 
pany to  finish  that  portion  of  the  line  extending  from  the  mouth  of 
Lackawanna  to  the  northern  boundary  of  the  State;  and  subsequent- 
ly, by  a supplement  to  the  original  law, — thirteen  miles  of  the  finished 


6 


“ Wyoming  line,”  extending  from  the  Lackawanna  downward,  to  the 
mouth  of  Solomon’s  creek,  four  miles  below  Wilkesbarre,  (which  had 
cost  the  Commonwealth  $550,000,)  were  added  to  the  work  at  first 
proposed  to  be  yielded  up  by  the  State ; thus  offering  to  capitalists 
and  others  interested,  works,  in  which  Pennsylvania  had  invested 
over  three  millions  of  dollars , on  condition  that  a sum  but  little  over 
one  million  should  be  expended  in  their  completion  ! 

The  extreme  liberality  of  the  proposed  grant  by  the  State  of  Penn- 
sylvania, has  doubtless,  of  itself,  operated  as  much  as  any  other 
cause  to  produce  distrust  as  to  the  value  and  importance  of  this  canal, 
in  the  minds  of  those  who  have  the  means  and  inclination  to  make 
investments  in  such  works.  Indeed,  it  is  not  surprising  that,  with 
persons  unacquainted  with  all  the  circumstances,  this  should  have 
been  the  case.  That  a great  state  should,  after  expending  more  than 
three  millions  of  dollars,  suspend  such  a worh , and  offer  to  individuals 
for  a term  of  forty  years,  the  whole  benefit  of  that  investment;  agree- 
ing, even  if  she  should  resume  it  at  that  period,  to  repay  the  amount 
they  had  expended,  and  guaranteeing  “ seven  per  cent,  per  annum” 
upon  all  the  expenditure  thus  incurred,  is  a case  unparalleled  in 
the  exigencies  of  states,  and  the  history  of  public  legislation. 

To  account  for  these  extremely  liberal  propositions  on  the  part  of 
Pennsylvania,  let  it  be  remembered  that,  at  the  period  of  suspending 
her  public  works,  she  could  not  borrow  the  sum  necessary  to  complete 
them  at  any  price ; that  she  was  increasing  her  immense  debt  at  the 
rate  of  nearly  two  millions  a year,  by  the  issue  of  Certificates  of  Loan 
in  payment  of  the  semi-annual  instalments  of  interest  upon  that  debt ! 
Under  these  circumstances,  the  citizens  of  the  northern  counties, 
whose  best  hopes  of  prosperity  lay  in  the  completion  of  the  improve- 
ments on  the  Susquehanna,  demanded  that  the  Commonwealth 
should  either  finish  what  in  its  present  form  was  a public  nuisance, 
or  give  it  up  to  be  completed  by  individual  enterprise.  The  State 
yielded ; and  hence  the  present  advantageous  charter  of  the  North 
Branch  Canal  Company.  I proceed  now  to  an  estimate  of  the  cost 
of  completing  this  work,  deduced  as  well  from  field  notes  taken  at  the 
time  I had  charge  of  the  line,  as  principal  engineer  in  the  service  of 
the  State,  as  from  a recent  careful  re-examination  throughout  its 
entire  length. 

That  portion  of  the  work  embraced  in  the  charter,  designated  as 
the  “ Wyoming  Line”  extending  from  the  mouth  of  Solomon’s  creek 
to  the  Feeder  Dam  across  the  Lackawanna,  (a  distance  of  thirteen 
miles,)  is  in  good  navigable  condition,  with  lock-houses  and  every 
thing  necessary  for  use.  It  has  been  for  several  years  in  full  ope- 
ration, and  cost  the  State,  as  I have  before  remarked,  over  half  a 
million  of  dollars.  By  a late  provision  in  the  charter  of  the  Com- 
pany, whenever  $100,000  shall  have  been  actually  paid  in  by  the 
stockholders  for  the  purpose  of  carrying  on  their  work,  the  State 
yields  immediate  possession  of  the  whole  line ; and  the  tolls  collected 
upon  this  part  of  it,  go  at  once  to  the  benefit  of  the  Company.  I 
estimate  the  revenue  which  would  thus  be  immediately  derived  from 


this  thirteen  miles,  to  pay  at  least  four  (probably  six)  per  cent,  on 
the  $100,000  required  to  be  paid  in  at  the  commencement. 

Upon  that  portion  of  the  line  extending  from  the  Lackawanna  to 
the  Northern  boundary  of  Pennsylvania,  a distance  of  ninety-jour 
and  TVo  miles , (known  as  the  “ North  Branch  Extension’’)  detached 
sections  have  been  completed,  amounting  in  the  aggregate  to  thirty- 
two  and  -//o  miles ; and  upon  the  remaining  distance  of  sixty-one 
and  miles,  more  or  less  work  has  been  done  upon  almost  every 
mile  of  it.  But  the  sum  required  to  complete  it,  compared  with  that 
already  expended,  shows  more  clearly  the  amount  of  work  done  in 
proportion  to  that  remaining  unfinished. 

The  dimensions  of  this  canal,  as  far  as  it  has  been  completed,  cor- 
respond with  those  of  the  North  Branch  and  Susquehanna  Divisions, 
extending  down  the  river  to  Columbia ; having  a width  of  twenty- 
eight  feet  on  the  bottom  ; forty  feet  at  the  surface,  and  four  feet  depth 
of  water.  The  locks  are  ninety  feet  long  by  seventeen  feet  wide  in 
the  chamber ; and  the  lockage  from  the  mouth  of  the  Lackawanna 
to  the  State  line,  averages  but  little  over  two  feet  per  mile  ! Its  ca- 
pacity, when  completed,  would  therefore,  be  ample  to  pass  one  mil- 
lion tons  each  way,  per  annum. 


ESTIMATED  COST. 


The  following  summary  statement  exhibits  the  estimated  cost  of 
the  various  descriptions  of  work  yet  remaining  to  be  done;  the  quan- 
tities, as  before  remarked,  deduced  from  the  original  field  notes,  and 
a recent  careful  re-examination  of  the  line;  with  prices  affixed,  suf- 
ficiently liberal  to  cover  all  contingencies,  viz. : — 


1 Dam  across  the  Chemung,  at  Athens, 

2 Dams  across  the  Susquehanna, 


$14,767  00 
107,252  00 


Total  estimated  cost  of  Dams, 


$122,019  00 


9 Aqueducts,  three  of  which  are  partly  built,  - 
27  Locks  and  2 Guard-gates,  three  of  the  former  being 
completed,  some  work  done  at  six  others, 

31  Culverts,  ranging  from  2 to  24  feet  span, 

1 Towing-path  Bridge  over  the  Chemung,  $11,028  00 
1 Do.  Do.  over  small  run  at  To- 

wanda, 500  00 

84  Road  and  Farm  Bridges  over  the  Canal, 
of  which  24  are  either  finished  or 
partly  so, 27,600  00 


$109,718  00 

148,625  00 
35,220  00 


Total  estimated  cost  of  Bridges,  $39,128  00 


Amount  carried  forward,  $454,710  00 


8 


Amount  brought  forward, 

27  Lock-houses, 

19  Waste-weirs,  five  of  which  are  partly  finished, 

18  water-ways  around  Locks,  - 
Making  Roads  where  destroyed  by  Canal, 

Making  Fence,  15,600  Rods, 

Removing  Buildings  from  the  line  of  Canal, 

Sections,  comprising  Excavations  of  Earth  and  Rock, 
Embankments,  Vertical  and  Slope  Walls,  Lining, 
Puddling,  &c., 


$454,710  00 
13,500  00 
10,000  00 

5.400  00 
8,600  00 

11,700  00 

2.400  00 


599,727  00 


Total  estimated  Cost  of  completing  line,  $1,106,037  00 


The  foregoing  estimate  contemplates  a permanent  and  useful 
work,  dispensing  with  all  ornament,  and  only  providing  for  what  is 
necessary  to  make  it  substantial. 

The  Dams  are  designed  to  be  made  of  round  and  square  timbers, 
well  framed  and  pinned  together,  and  compactly  filled  with  stone; 
the  slopes  to  be  covered  with  oak  timber,  not  less  than  eight  inches 
thick,  and  well  secured  to  the  Dams  with  iron  bolts.  The  abutments 
are  to  be  founded  at  such  depths  as  to  render  them  secure,  and  to  be 
built  of  heavy  durable  stone.  At  each  dam,  provision  has  been  made 
in  the  estimate,  for  the  construction  of  a schute,  suitable  for  the  safe 
descent  of  arks  and  other  river  craft. 

The  Aqueducts  will  all  be  upon  gravel  foundations,  and  are  de- 
signed to  have  heavy  stone  abutments  and  piers,  resting  upon  a plat- 
form of  timber  and  plank,  sunk  to  such  depths  as  to  render  them 
secure  from  the  action  of  the  floods  in  the  several  streams,  and  pre- 
vent their  undermining.  The  masonry  to  be  rubble-work,  of  large 
durable  stone,  well  bedded  and  jointed  and  laid  dry.  The  super- 
structures to  be  of  wood.  In  cases  \vhere  the  spans  do  not  exceed 
thirty-five  feet,  the  trunk  will  be  supported  by  string  pieces  laid 
longitudinally  under  it ; and  where  the  spans  are  to  exceed  thirty-five 
feet,  the  trunk  will  be  supported  by  arch  and  truss  wrork  of  sufficient 
strength  to  bear  any  weight  that  may  be  required. 

The  Locks  are  designed  to  be  built  with  good,  heavy,  durable 
stone,  laid  dry  and  faced  with  planks.  The  composite  Lock  is  best 
adapted  to  the  circumstances  of  this  canal,  as  no  stone  suitable  for 
cut  stone  locks  are  to  be  had,  at  reasonable  cost ; while  those  of  a 
good  quality  for  a composite  lock,  are  easily  obtained. 


PRESENT  CONDITION  OF  THE  WORK. 

In  reference  to  the  present  condition  of  the  unfinished  work,  it  may 
be  said  to  be  in  a remarkable  state  of  preservation.  The  walls  and 
embankments  all  stand  firmly,  and  the  only  injury  the  work  has  sus- 
tained by  its  suspension,  consists  in  the  natural  decay  of  those  wooden 


9 


portions  of  the  locks,  waste  wiers,  and  bridges  which  were  wholly,  or 
in  part  completed  ; and  at  three  points  on  the  line,  where  land 
slides  have  broken  from  the  mountain  sides  and  partially  filled  the 
canal.  This  latter  source  of  difficulty,  does  not  exist  to  near  as  great 
an  extent,  as  I had  apprehended;  and  makes  but  a small  item  in  the 
estimated  amount  of  work  required  to  complete  the  line.  The 
points  at  which  these  slides  are  likely  to  occur,  are  all  now  well  de- 
veloped, and  by  proper  care  in  construction,  the  line  may  be  so  ar- 
ranged as  to  avoid  for  the  future,  all  interruption  or  difficulty  from 
this  cause.  The  location  of  this  canal  is  upon  a high  level ; and  unlike 
most  other  canals  in  Pennsylvania,  will  not  be  liable  to  injury  from 
the  periodical  floods  in  the  river.  On  this  point  I examined  particu- 
larly with  reference  to  the  flood  of  March  last,  which  had  proved  so 
destructive  upon  the  Delaware,  Susquehanna  and  North  and  West 
Branch  Divisions  of  the  State  canals  ; and  I found,  with  the  ex- 
ception of  the  feeder  levels,  that  this,  the  greatest  flood  which  has 
occurred  for  more  than  half  a century,  had  not  reached  in  general, 
above  the  plane  of  canal  bottom  ; and  in  no  single  instance  had  the 
water  passed  over  the  banks  of  the  canal  where  they  were  raised  to 
their  full  height.  I feel  entire  confidence  in  the  opinion,  that  if  this 
canal  had  been  finished  and  in  use,  it  would  not  have  sustained 
damage,  by  this  extraordinary  flood  in  the  river,  to  the  amount  of 
$500,  throughout  its  entire  length.  This  is  an  important  fact  in 
reference  to  the  value  of  this  improvement.  While  the  Delaware 
Division  sixty  miles  long,  was  damaged  to  the  amount  of  twenty- 
eight  thousand  dollars,  the  Susquehanna  and  Branches  one  hundred 
and  eighty-six  miles,  to  near  sixty  thousand,  and  one  hundred  miles 
of  the  eastern  portion  of  the  main  line,  to  the  amount  of  thirty  thou- 
sand dollars,  here  we  have  a line  of  ninety-four  miles,  so  located  and 
thus  far  constructed,  as  to  be  secure  from  the  highest  flood  that  has 
occurred  within  the  past  sixty  years. 

Another  important  fact  in  reference  to  the  cost  of  completing  the 
North  Branch  Canal  should  not  be  omitted  in  the  present  view.  The 
lands  to  be  occupied,  have  nearly  all  been  released  to  the  Common- 
wealth, for  the  use  and  occupancy  of  a canal,  to  be  constructed  by,  or 
“ under  the  authority  of  the  State  of  Pennsylvania.”  This  item,  often 
a vexatious  and  costly  one  in  the  construction  of  public  works,  is 
nearly  out  of  the  question  so  far  as  concerns  this  work.  The  few 
remaining  cases,  where  releases  were  not  obtained,  present  no  serious 
obstacle  in  the  way  of  its  progress ; as  the  desire  of  the  citizens  and 
owners  of  lands  along  the  line  of  this  improvement  is  so  strong  for  its 
completion,  that  I do  not  apprehend  the  least  embarrassment  or  dif- 
ficulty from  this  source. 


THE  UNFINISHED  LINE  IN  NEW  YORK. 

The  connection  of  the  North  Branch  Canal  with  the  Chemung 
Canal  of  New  York  at  Elmira,  being  essential  to  complete  the  entire 


10 


line  of  inland  navigation  from  Tide  water  to  the  great  Lakes,  and 
without  which,  the  advantages  to  be  derived  from  the  former  would 
be  but  partially  realized — I have  deemed  it  not  improper  to  briefly 
notice  this  work,  although  not  embraced  in  the  charter  of  the  North 
Branch  Canal  Company.  A survey  was  made  for  a canal  from  the 
state  line  to  Elmira,  in  pursuance  of  an  act  of  Assembly  of  the  State 
of  New  York  in  1839,  by  Joseph  D.  Allen,  Civil  Engineer ; and  an 
estimate  of  its  cost  made  at  the  time,  and  submitted  to  the  Board  of 
Canal  Commissioners  of  that  State.  I have  before  me  this  report  of 
Mr.  Allen,  in  which  the  distance  between  the  dividing  line  of  Penn- 
sylvania and  New  York,  and  the  termination  of  the  Chemung  Canal 
at  Elmira,  is  stated  by  him  at  seventeen  and  miles — the  Lockage 

seventy-five  feet,  and  the  estimated  cost  three  hundred  and  forty - 
seven  thousand  six  hundred  and  five  dollars . 

I have  myself,  recently  examined  the  ground  along  the  valley  of  the 
Chemung,  surveyed  by  Mr.  Allen,  and  found  it  very  favorable  for  the 
construction  of  a canal.  I have  also  examined  the  estimates  made 
by  him  for  that  work,  and  have  no  hesitation  in  expressing  the  opi- 
nion that  they  are  ample  for  its  completion. 

Laws  for  the  incorporation  of  a Company  to  construct  this  con- 
necting link,  as  also  that  by  the  north-east  branch  of  the  Susque- 
hanna with  the  Chenango  Canal  at  Binghamton,  a distance  of  forty 
miles,  have  been  lately  passed  by  the  Legislature  of  New  York, 
containing  very  liberal  provisions ; and  no  doubt  is  entertained 
that  one,  or  both  of  these  connections  will  be  made,  as  soon  as  the 
North  Branch  Canal  Company  shall  have  finished  their  work. 

If,  however,  neither  of  these  connections  should  be  immediately 
prosecuted,  the  North  Branch  Canal  Company  should  not  be  deterred 
from  pushing  vigorously  forward  their  project;  as  without  either,  they 
would  still  have  a most  valuable  auxiliary  in  the  New  York  and  Erie 
Kail  Road,  now  in  progress,  located  within  a few  rods  of  the  canal, 
at  the  State  line,  and  provision  has  been  secured  by  law,  for  connect- 
ing with  it. 

Having  considered  the  condition  of  the  work,  and  the  cost  of  com- 
pleting it,  I shall  now  proceed  to  a brief 

GLANCE  AT  THE  REVENUE. 

The  tonnage  upon  which  it  must  depend  for  its  maintainance,  and 
for  producing  dividends  to  its  stockholders,  will  be  chiefly  mineral, 
viz. — Anthracite  and  Bituminous  Coal,  Iron,  Gypsum,  Salt,  Lime 
and  Limestone.  A considerable  amount  of  sawed  Lumber,  Shingles, 
Staves  and  Heading,  Merchandize,  Agricultural  Productions  and 
Miscellaneous  Freight,  may  safely  be  calculated  upon;  but  as  before 
remarked,  the  chief  dependence  for  large  remunerating  dividends, 
must  be  the  mineral  tonnage  which  it  is  destined  to  bear. 

The  Wyoming  coal  region  is  so  well  known,  that  it  is  scarcely 
necessary  to  do  more  than  mention  here,  that  the  thickness  of  the 


11 


veins,  the  quality  of  the  coal,  and  the  facilities  for  mining  and  ship- 
ping it  on  the  canal,  are  not  in  any  respect  exceeded,  if  equalled,  in 
any  other  coal  region  in  Pennsylvania.  Indeed,  as  placing  these 
superior  advantages  beyond  all  possibility  of  doubt,  it  is  a fact,  that 
considerable  quantities  of  Wyoming  coal  are  now  carried  over  two 
hundred  miles,  to  tide  water,  and  go  into  the  markets  of  the  Atlantic 
cities,  in  competition  with  coal  transported  from  other  regions,  but 
half  that  distance  from  the  sea  board. 

If,  by  opening  an  avenue  from  this  region,  northward,  where  no  other 
work  can  possibly  enter  into  competition,  (by  the  terms  of  their 
charter,  the  North  Branch  Canal  Company  have  the  exclusive  right 
to  the  Valley  of  the  Susquehanna,  and  no  such  rivalry  as  that  now 
going  on  in  the  Valley  of  the  Schuylkill  can  spring  up,)  if,  by  opening 
such  an  avenue,  a market  can  be  found  for  200,000  tons  of  coal — it 
is  easily  demonstrated,  that  in  this  one  article,  we  have  a sure  and 
reliable  tonnage,  sufficient  to  produce  eight  per  cent,  upon  the  capital 
necessary  to  complete  the  work  in  question.  In  my  judgment,  the 
consumption  of  anthracite  coal  in  the  manufacture  of  salt,  in  iron 
foundries  and  other  manufactures,  and  for  domestic  purposes, 
throughout  the  country  bordering  on  the  lakes,  west  of  Utica,  inclu- 
sive, would  amount  to  much  more  than  this;  leaving  out  of  the  esti- 
mate, the  quantities  to  be  shipped  at  Oswego  and  Buffalo  for  the 
markets  on  the  lakes,  in  Canada,  and  for  the  use  of  steamboats.  An 
interesting  fact  is  mentioned  by  S.  W.  Roberts,  Esq.,  in  his  Report 
to  the  Managers  of  the  Schuylkill  Navigation  Company,  made  in 
1845,  that  he  had  seen  burning  in  a steamboat  on  the  St.  Lawrence, 
Pennsylvania  anthracite  coal,  brought  by  sea  from  New  York;  and 
that  it  was  preferred  to  the  coal  brought  from  Wales.  By  the  North 
Branch  Canal,  when  completed,  Wyoming  coal  could  be  delivered  on 
Lake  Ontario,  for  less  than  $5  per  ton  ; how  much  would  then  be 
brought  from  Wales  and  New  York,  by  sea? 

Dr.  F.  L.  Harris,  of  Buffalo,  in  a recent  letter  states  that  “ about 
1000  tons  of  anthracite  coal  was  consumed  in  Buffalo  last  winter,  at 
prices  varying  from  $10  to  $11  per  ton.  Several  hundred  tons  were 
shipped  to  the  West ; some  of  it  as  far  as  Chicago.  When  Ohio 
(bituminous)  coal  is  employed  for  manufacturing  purposes,  anthra- 
cite is  used  in  connection  with  it.  Its  consumption  in  Buffalo  is  in- 
creasing, and  the  reason  why  it  is  not  more  extensively  used,  is  its 
high  price,  now  beyond  the  reach  of  most  of  our  citizens.  If  the 
Pennsylvania  North  Branch  Canal  be  extended  to  the  New  York 
improvements,  coal  could  then  be  sold  here  at  a profit,  at  $6  50  per 
ton.” 

In  consequence  of  the  superiority  of  this  species  of  coal  in  many 
branches  of  manufactures,  as  well  as  for  the  ordinary  purposes  of 
fuel,  it  is  difficult  to  set  any  limits  to  the  probable  extent  of  its  con- 
sumption. An  intelligent  iron-master  of  Monmouth  county,  New 
Jersey,  in  a late  publication  describing  the  “iron  mountain”  of  Mis- 
souri which  he  had  visited,  mentions  that  he  saw  Pennsylvania  an- 
thracite used  at  Springfield,  Illinois,  one  hundred  miles  north  of  St. 


12 


Louis,  which  cost  two  cents  per  pound,  or  $44  80  per  ton  ; and  used 
too,  by  a “ practical  man,”  with  advantageous  results. 

At  present,  in  Western  New  York,  and  throughout  the  thriving 
and  populous  region  bordering  the  great  lakes,  anthracite  coal  is  not 
in  use,  except  in  carrying  on  a few  branches  of  mauufactures.  Yet 
no  country  needs  a substitute  for  wood,  as  fuel,  more  than  this. 
Twenty  years  since,  Governor  Clinton,  with  characteristic  sagacity, 
lamented  the  failing  forests  of  that  beautiful  and  fertile  region,  and 
pointed  out  the  necessity  of  securing  an  access  to  the  mineral  coal  of 
Pennsylvania.  There  is  now  no  avenue  through  which  an  adequate 
supply  can  be  procured ; but  complete  the  North  Branch  Canal,  and 
the  object  is  at  once  attained.  This  done,  and  we  could  at  the  very 
least,  supply  all  the  country  west  of  Utica,  inclusive,  comprising  a 
geographical  area  of  more  than  one-half  the  State  of  New  York. 
There  being  no  duty  on  this  description  of  coal  in  Canada,  it  would 
be  introduced  there,  and  find  its  way  through  the  Welland  canal, 

• upon  all  the  upper  lakes.  I have  no  doubt  when  this  work  shall  be 
completed,  Pennsylvania  anthracite  could  be  delivered  at  Buffalo  for 
$5  50  per  ton,  and  at  Oswego,  on  lake  Ontario,  for  $5 ; paying  at 
these  prices  a better  profit,  than  it  now  sells  for  in  the  Atlantic  cities. 
At  Elmira,  as  will  be  seen  by  reference  to  a schedule  in  the  Appen- 
dix, the  price  would  be  short  of  $3;  at  Geneva  $3  50;  at  Syracuse 
and  other  salt  villages  $4;  and  so  on  at  Rochester,  Utica,  Canan- 
daigua and  other  large  towns,  so  profusely  scattered  through  Western 
New  York — its  price  would  be  in  proportion  to  their  respective  dis- 
tances from  Elmira,  and  the  price  here  stated  for  that  place.  Now, 
these  are  but  little  more  than  the  average  prices  of  seasoned  wTood  in 
the  towns  mentioned ; and  the  cost  of  preparing  the  wood  for  stoves, 
and  the  expense  of  additional  attendance,  is  to  be  added  to  the 
account. 

Including  what  would  be  used  in  manufacturing  establishments, 
by  steamboats,  in  smith’s  forges,  and  for  the  ordinary  purposes  of 
fuel,  I feel  the  utmost  confidence  that  not  less  than  500,000  tons  of 
anthracite  coal  would,  in  a short  space  of  time,  find  every  year  a 
ready  sale  in  the  region  of  country  to  which  I have  referred.  A 
Committee  of  the  principal  citizens  at  Geneva,  published  an  estimate 
ten  years  since,  in  which  the  annual  consumption  of  coal  at  the  salt 
villages  alone,  is  set.  down  at  30,000  tons  per  annum.  There  is  now 
consumed  in  the  salt  manufacture  at  Syracuse  and  other  salt  vil- 
lages, not  less  than  400  cords  of  wood  per  day ; and  it  is  brought,  in 
some  cases,  a distance  of  twenty  and  thirty  miles. 

Nor  should  the  bituminous  coal  of  Bradford  county  be  left  out  of 
view.  This  coal-field  is  much  less  known  than  it  deserves.  Its  posi- 
tion on  the  north-eastern  verge  of  the  bituminous  coal  region  of  Penn- 
sylvania, within  twenty-five  miles  of  the  State  of  New  York,  is  ex- 
tremely favorable.  The  area  occupied  by  it,  is  not  less  than  one 
hundred  and  fifty  square  miles;  and  intermingled  with  the  coal , are 
rich  deposites  of  argillaceous  carbonate  of  iron.  I have  often  won- 
dered that  a region  of  this  description,  should  as  yet  have  escaped  the 


eagle-eye  of  capital ; and  that  it  has  not,  long  ere  this,  been  filled 
with  furnaces  and  forges.  The  coal  of  this  field,  for  every  purpose, 
is  said  to  be  equal  to  any  other  bituminous  coal  in  the  United  States. 
Compared  with  the  ordinary  English  coal,  it  contains  a much  larger, 
proportion  of  carbon ; the  former  containing  58  per  cent.,  while  the 
average  of  the  Towanda  coal  is  stated  to  be  68.  The  volatile  matter 
of  the  latter,  according  to  an  analysis  of  Professor  Johnson,  is  small 
if  compared  with  most  other  coal,  of  the  same  variety,  in  this  country; 
and  adds  another  proof  to  the  position  taken  by  many  geologists,  that 
the  quantity  of  volatile  matter  in  bitumitous  coal,  gradually  increases 
as  we  advance  from  the  Atlantic  region,  across  and  beyond  the  Alle- 
ghany, over  the  great  coal  fields  of  the  western  and  north-western 
States. 

In  looking  at  the  probable  revenue  of  the  North  Branch  Canal,  one 
of  the  most  important  considerations  which  occurs,  is  that  illustrated 
by  reference  to  the  map ; and  is  also  graphically  sketched  in  an  able 
article  from  the  Philadelphia  North  American,  given  in  the  Appen- 
dix to  this  Report.  I refer  to  the  extended  and  unbroken  chain  of 
canal  navigation,  of  which  it  forms  a central  and  uniting  link ; and 
the  immense  number  of  routes  and  inlets  with  which  it  will  be  con- 
nected. Short  and  isolated  improvements  are  seldom  productive ; 
but  always,  in  this  country,  as  well  as  in  Europe,  long  canals  and 
railways  afford  the  richest  returns  for  the  cost  and  labor  of  construc- 
tion. If  there  be  any  exceptions  to  this  rule,  it  is  in  regard  to  those 
lines  upon  which  the  coarser  minerals  are  transported.  Now  it  is 
upon  these  minerals — coal,  salt,  iron  and  gypsum,  that  the  North 
Branch  improvement  will  mainly  rely.  It  has  become  common-place 
to  refer  to  the  extraordinary  increase  in  the  value  of  the  stock  of  the 
English  canals  engaged  in  the  coal  trade.  All  of  them  show  an  enor- 
mous advance,  equal  in  some  instances  to  five  hundred  per  centum. 
In  our  own  country,  the  Schuylkill  Navigation,  the  Reading  Rail- 
road, the  Delaware  and  Hudson,  and  the  Lehigh  Canals,  have  all 
been  constructed  solely  for  the  purposes  of  the  coal  trade  of  their 
respective  regions.  I may  be  allowed  a brief  comparison  as  to  the 
cost  of  these  improvements,  and  in  some  other  particulars,  with  the 
work  now  under  consideration. 

The  first  went  into  operation  1828;  the  tolls  received  on  coal  the 
first  year,  amounted  to  only  $9,700.  In  1841,  after  a steady  increase 
each  intermediate  year,  it  had  reached  the  sum  of  five  hundred  and 
fifty-seven  thousand  six  hundred  and  eighty-nine  dollars  thirty-nine 
cents!  This  improvement  is  109  miles  in  length, costing  $4,801,270;  an 
average  of  $44,456  per  mile.  The  Reading  Railroad,  from  the  same 
coal  region,  cost  in  round  numbers,  $8,500,000,  or  $90,425  per  mile; 
making  the  amount  expended  for  the  accommodation  of  the  Schuylkill 
coal  trade,  $13,301,270.  Yet  such  is  the  enormous  increase  of  this 
trade,  both  of  these  works  will  probably  be  productive  investments. 

The  Delaware  and  Hudson  Canal  was  commenced  in  1825,  and 
finished  in  1829.  It  is  108  miles  in  length,  to  which  should  be  added 
a railway  of  15  miles,  having  five  inclined  planes.  These  improve- 


ments  cost  $2,910,588,  an  average  of  $23,472  per  mile.  The  amount 
of  coal  sent  to  market  by  this  route,  in  1846,  was  324,121  tons.  The 
profits  of  this  Company  must  be  very  great ; and  there  are  doubtless 
« very  good  reasons  why  none  of  its  stock  can  be  purchased.  I am 
aware  that  this  Company  mines  and  markets  its  own  coal,  as  also  does 
the  Lehigh  Company.  But  it  should  be  remembered,  both  Com- 
panies have  repeatedly  declared  in  their  Reports,  that  could  they  be 
assured  of  a requisite  tonnage  furnished  by  others,  they  would  aban- 
don mining  altogether. 

The  Lehigh  improvements,  (connected  in  the  estimate  for  the  pur- 
pose of  illustration,  with  the  Delaware  Division  of  the  Pennsylvania 
Canal  as  far  down  as  Bristol,  the  whole  distance  being  152  miles,) 
cost  in  the  aggregate,  $7, 197, 206 — an  average  of  $47,350  per  mile. 
By  these  improvements,  522,990  tons  of  coal,  were  brought  to  market 
in  the  year  1846. 

The  length  of  the  North  Branch  Canal  Company’s  works  will  be 
107  miles,  costing  to  complete  them,  only  $1,106,000 — an  ave- 
rage of  $10,336 per  mile!  And  the  seventeen  miles  in  the  State  of 
New  York,  where  no  work  has  been  done,  will  cost  only  about 
$20,000  per  mile. 

There  is  another  particular  in  regard  to  which,  I deem  it  fair  to 
extend  the  comparison.  In  order  accurately  to  compare  capacity,  as 
well  as  to  ascertain  the  expense  of  transportation  on  canals,  reference 
should  be  had  to  the  amount  of  lockage.  In  length  of  line,  (in  the 
ordinary  sense,)  the  Delaware  and  Hudson,  the  Schuylkill,  the 
Morris  Canal,  and  the  North  Branch  improvements  are  all  about 
the  same;  but  reduced  to  a level,  allowing  twenty  feet  of  lockage  to 
be  equal  to  a mile  in  distance,  which  is  a fair  ratio  for  crowded 
canals,  the  account  would  stand  thus  : The  Schuylkill  Navigation 
is  108  miles  long,  and  has  588  feet  of  lockage.  Reduced  to  a level 
in  the  above  mentioned  ratio,  and  disregarding  fractions,  it  is  137 
miles.  The  Delaware  and  Hudson  is  also  108  miles  in  length,  has 
1073  feet  of  lockage ; and  is  therefore  equal  to  161  miles  of  level 
canal.  Bringing  the  Morris  Canal  into  the  same  category — 101 
miles  in  length,  with  1674  feet  of  lockage  equals  184  miles  of  level 
canal.  The  North  Branch  improvement,  say  108  miles  long,  has 
not  more  than  200  feet  lockage;  extended  by  the  same  rule,  its 
length  is  only  118  miles ! 

1 will  not  take  up  time  in  pursuing  this  comparison  with  the  Lehigh 
improvements.  It  must  be  sufficient  for  any  farther  illustration  of 
the  value  of  those  canals  in  this  country,  which  form  avenues  for  the 
coal  trade,  to  advert  to  the  Delaware  Division  of  the  Pennsylvania 
Canal.  It  is,  so  far,  the  only  productive  canal  (regarding  the  original 
cost)  belonging  to  the  State  of  Pennsylvania.  It  would  to-day,  sell 
at  public  sale  for  more  money  than  it  cost  the  State ; because  it  is  a 
coal  carrying  canal , and  connected  with  the  coal  region . 

One  of  the  most  surprising  features  in  the  rapid  progress  our  coun- 
try exhibits  in  every  department  of  human  enterprise,  is  the  increase 
in  consumption  of  coal ; and  especially  of  the  anthracite  coal  of 


15 


Pennsylvania.  In  1820,  there  was  taken  from  the  Lehigh  coal  region 
365  tons.  Within  the  past  year  there  has  been  taken  from  the  same 
region  over  520,000  tons.  In  1825,  the  Schuylkill  coal  trade, 
amounted  to  6,500  tons.  In  1846,  it  had  reached  1,300,000  tons. 
The  aggregate  increase  in  the  whole  State,  is  in  the  same  ratio. 
From  365  tons  in  1820,  it  has  amounted  to  upwards  of  two  million 
four  hundred  thousand  tons  in  the  year  1846.  The  increase  of  the 
last  year  over  that  of  1845,  is  370,000  tons,  and  the  supply  is  short 
of  the  demand. 

It  would  swell  this  report  beyond  any  reasonable  limits,  to  refer  in 
detail,  to  the  trade  in  iron,  salt,  plaster  and  lumber,  which  the  North 
Branch  improvement  would  facilitate,  and  which  would  add  largely 
to  its  revenue.  It  must  be  obvious  to  every  reflecting  mind,  that  an 
immense  increase  in  the  sale  of  Pennsylvania  iron  would  result  from 
the  completion  of  this  work.  We  could  send  bar  and  pig  iron  from 
the  Susquehanna  valley  to  Buffalo,  at  a less  price  than  it  now  costs 
there,  brought  from  Lake  Champlain,  a distance  of  300  miles;  and 
we  could  also  supply  all  the  country  intervening  between  the  Sus- 
quehanna and  Lake  Erie  in  the  State  of  New  York.  There  being  no 
duty  charged  upon  American  iron  in  the  Canadas,  we  might  enter 
even  into  those  markets.  I have  been  assured  by  a gentleman  re- 
siding in  the  part  of  the  State  of  New  York  to  which  I refer,  himself 
engaged  in  the  iron  business,  and  well  acquainted  with  the  subject, 
that  not  less  than  40,000  tons  of  Pennsylvania  iron  would  find  an 
outlet  annually,  through  the  North  Branch  route.  The  boats  taking 
coal  and  iron  into  this  region,  would  almost  uniformly  find  return 
freight  in  salt,  plaster  and  water  lime.  On  the  Schuylkill,  on  the 
Lehigh,  and  on  the  Delaware  and  Hudson  Canals,  very  little  return 
freight  is  afforded.  All  the  country  contiguous  to  the  Susquehanna 
and  its  branches,  would  derive  their  supplies  of  salt,  plaster  and 
water-lime,  from  the  State  of  New  York,  through  the  Susquehanna 
and  North  Branch  improvements. 

I cannot  conclude  this  general  view  of  the  probable  sources  of  the 
revenue  of  these  improvements,  without  referring  to  the  fact,  that 
lumber,  will  be  for  many  years  an  important  article  of  transporta- 
tion. The  citizens  of  the  Northern  counties  in  their  memorial  to  the 
Legislature  in  regard  to  the  completion  of  the  North  Branch 
line,  say: — “could  those  who  are  thus  engaged  have  an  easy  and 
safe  transportation  to  an  uniform  market,  (instead  of  depending  on  the 
cLld  and  dangerous  freshet  of  the  spring,)  without  hazard  to  life  or 
loss  of  property,  they  would  convey  their  lumber  seasoned  and 
seasonably  to  the  most  commanding  market.  Had  the  canal  been 
completed  during  the  past  season,  we  hesitate  not  to  say  that  the  State 
would  have  received  sixty  thousand  dollars  in  tolls  from  lumber 
which  lay  over  in  consequence  of  no  June  freshet  the  last  year;  and 
a large  portion  of  which,  is  now  lost  forever  to  the  enterprising  and 
hardy  owners,  by  subsequent  unprecedented  high  water.  It  is  esti- 
mated in  the  same  memorial,  that  60,000,000  feet  of  lumber  annu- 
ally descend  the  Susquehanna;  and  that  “the  value  of  shingles 


16 


manufactured,  is  rather  more  than  one  third  that  of  boards.”  Some 
idea  can  thus  be  formed  of  the  amount  of  tolls  which  may  be  received 
on  the  North  Branch,  from  the  single  article  of  lumber.  The  sum  esti- 
mated by  the  intelligent  authors  of  this  memorial,  is,  of  itself,  nearly 
sufficient  to  pay  the  annual  interest  of  what  it  will  cost  to  finish  the 
canal. 

Taking  into  view  the  peculiar  advantages  which  the  work  in 
question  will  possess,  the  extent  of  country  it  will  penetrate,  the  im- 
mense chain  of  canal  communication  it  will  unite — the  valuable 
character,  and  variety  of  the  trade  for  which  it  will  form  an  avenue, 
I am  inevitably  led  to  the  conclusion,  that  it  will  almost  immedi- 
ately become  one  of  the  most  productive  lines  of  public  improvement 
in  the  country ; and  that  in  a very  few  years  after  its  completion, 
will  be  crowded  with  all  the  tonnage  it  will  bear.  I regard  it,  as 
an  opportunity  to  capitalists  of  a safe  and  profitable  investment,  such 
as  is  rarely  to  be  met  with ; and  as  a Pennsylvanian,  I regret  ex- 
tremely, the  necessity  which  compelled  the  State  to  part  with  it.  I 
speak  thus  confidently  and  earnestly,  after  the  fullest  reflection  and 
most  careful  examination  of  the  subject  in  every  form. 

Respectfully  submitted, 

WILLIAM  B.  FOSTER,  Jr., 

Civil  Engineer . 


Harrisburg,  January  20th,  1847. 


17 


APPENDIX. 


To  illustrate  more  fully,  some  of  the  views  expressed  in  the  fore- 
going report — it  has  been  thought  expedient  to  give  in  an  appended 
form,  the  following  articles  and  tables,  which  may  be  relied  upon  as 
drawn  from  the  most  authentic  sources,  and  collated  with  the  utmost 
care. 

1.  — A Statement  of  Distances  on  the  North  Branch  Canal  and  the 
connected  works  in  the  State  of  New  York , with  the  prices  at  which 
Coal  can  he  delivered  at  the  several  points. 

2.  — A Tabular  Statement , shewing  the  increased  consumption  of 
Anthracite  Coal,  from  its  first  introduction  to  the  present  time. 

3.  — An  editorial  article  from  the  Philadelphia  North  American — 
giving , in  a graphic  manner , a sketch  of  the  immense  chain  of  inter- 
nal improvements  which  will  he  united  hy  the  completion  of  the  North 
Branch  Canal. 

4.  — A Synopsis  of  the  several  laws  passed  hy  the  State  of  Pennsyl- 
vania — incorporating  the  North  Branch  Canal  Company , and  the 
Supplements  to  the  same. 

5.  — A Synopsis  of  the  charter  of  the  Junction  Canal  Company , in 
the  State  of  New  York. 


2 


18 


STATEMENT 

Shewing  the  distances  from  the  Mines  below  Lackawanna , to  various 
points  in  the  State  of  New  York , %chere  markets  will  be  found  for  An- 
thracite; as  also  the  estimated  nett  value  of  a ton  of  Coal  delivered  at 
these  several  points. 


From  Coal  Mines  to  State  Line,  100  miles,  $2  55  value  of  coal  per  ton. 


Do 

do 

Elmira, 

117 

a 

2 77 

tt 

Do 

do 

Seneca  Lake,  140 

It 

3 00 

a 

a 

Do 

do 

Geneva, 

185 

tt 

3 45 

a 

tt 

Do 

do 

Montezuma, 

206 

it 

3 66 

u 

tt 

Do 

do 

Palmyra, 

Rochester, 

241 

a 

4 00 

a 

a 

Do 

do 

270 

a 

4 30 

a 

a 

Do 

do 

Lockport, 

334 

a 

4 94 

a 

a 

Do 

do 

Buffaloe, 

365 

a 

5 25 

tt 

a 

Do 

do 

Syracuse, 

240 

a 

*4  00 

a 

tt 

Do 

do 

Oswego, 

278 

a 

4 38 

n 

a 

Do 

do 

Rome, 

286 

a 

4 46 

a 

it 

Do 

do 

Utica, 

301 

a 

4 61 

tt 

tt 

Do 

do 

Little  Falls, 

323 

a 

4 83 

ti 

tt 

Do 

do 

Schenectady,  381 

a 

5 41 

a 

tt 

Do 

do 

Albany, 

411 

a 

5 71 

a 

it 

*Coal  used  in  manufacturing  salt  would  go  free  of  toll  from  Elmira  to 
Syracuse;  and  the  cost  for  that  object,  would  be  $3  75  per  ton. 


COAL  TRADE. 


A Tabular  Statement,  shewing  the  increased  consumption  of  Anthracite 
Coal , from  its  first  introduction  to  last  year. 


YEARS. 

NUMBER  OF  TONS. 

YEARS. 

NUMBER  OF  TONS. 

1820, 

...  365 

1834,  . . 

. . 376,636 

1821, 

. . 1,073 

1835,  . . 

. . 560,658 

1822, 

. . 2,240 

1836,  . . 

. . 682,428 

1823, 

. . 5,823 

1837,  . . 

. . 881,476 

1824, 

. . 9,541 

1838,  . . 

. . 739,290 

1825, 

. . 34,893 

1839,  . . 

. . 819,327 

1826, 

. . 48,047 

1840,  . . 

. . 865,414 

1827, 

. . 63,434 

1841,  . . 

. . 842,244 

1828, 

. . 77,516 

1842,  . . 

. 1,108,000 

1829, 

. . 112,082 

1843,  . . 

. 1,268,852 

1830, 

. . 174,734 

1844,  . . 

. 1,627,588 

1831, 

. . 176,820 

1845,  . . 

. 2,012,742 

1832, 

1833, 

. . 363,871 

. . 437,648 

1846,  . . 

. 2,338,560 

19 


The  Philadelphia  North  American  of  the  27th  of  January  last, 
contains  the  following  graphic  view  of  the  extent  of  the  chain  of 
internal  improvements,  which  the  completion  of  the  North  Branch 
Canal  will  unite: 

“ We  called  the  attention  of  our  readers,  a few  days  since,  to  the 
importance  of  completing  the  magnificent  design  of  connecting  the 
waters  of  Lake  Erie  with  those  of  the  Susquehanna.  The  extent 
and  character  of  the  connexions  which  would,  at  an  expense  strange- 
ly disproportioned  to  the  importance  of  the  result,  be  thus  effected, 
are  not  generally  known  to  our  citizens.  We  avail  ourselves  of 
information  furnished  by  an  intelligent  friend  in  the  northern  part  of 
the  State,  to  lay  before,  our  readers  some  facts  which  we  consider 
worthy  their  consideration.  An  inspection  of  the  map  of  the  United 
States  will  aid  in  the  illustrations  which  we  are  about  to  present. 
The  Erie  Canal  of  New  York  lies  in  the  long  valley  which  extends 
from  the  Cohoes  Falls  on  the  east,  to  the  Irondequoit  valley  on  the 
west.  It  is  bounded  by  the  highlands  that  separate  it  from  the  On- 
tario valley  on  the  north,  and  from  the  Susquehanna  on  the  south. 

Oswego  river,  the  outlet  of  fifteen  lakes,  is  the  only  stream  which 
penetrates  the  northern  mountain  barrier ; it  breaks  over  this  at  an 
elevation  of  one  hundred  feet  above  Lake  Ontario.  The  southern 
range  is  not  intersected  by  a single  important  stream.  These  high- 
lands are  nearly  all  of  the  same  altitude,  and  have  numerous  de- 
pressions. The  lowest  and  most  remarkable  one,  in  the  southern 
range,  is  that  in  which  Chemung  Canal  is  located,  between  Seneca 
lake  and  Chemung  river.  The  summit  here  is  465  feet  above  the 
lake. 

From  the  Cayuga  Lake  to  Hudson  river,  the  lowest  depression 
is  the  Oriskany  valley  now  occupied  by  the  Chenango  Canal.  This 
ridge,  bounding,  as  we  have  said,  the  long  valley  on  the  south,  tra- 
verses the  country  in  an  undulating  line.  Its  summit  is  generally 
from  twelve  to  fourteen  miles  distant  from  the  Erie  Canal,  as  far 
west  as  Onondaga.  At  the  Port  Watson  summit,  the  rise  is  almost 
entirely  within  the  distance  of  five  miles.  From  this  point,  the  range 
we  are  pursuing,  sweeps  in  a southwesterly  direction,  and  becomes 
the  southern  boundary  of  the  Skeneatales,  the  Seneca,  the  Cayuga, 
and  the  Crooked  lakes. 

The  Susquehanna  river,  and  nearly  all  the  streams  flowing  into 
it,  rise  near  the  summit  of  the  ridge  we  have  traced.  Geologists 
would  term  the  whole  country  between  this  summit  and  the  Sus- 
quehanna valley,  table  land — worn  by  the  action  of  water,  through 
successive  ages,  into  numerous  large,  and  nearly  parallel  ravines — 
having,  generally,  a course  north-east  and  south-west.  Through 
these  ravines,  or  vallies,  flow  the  rivers  of  the  country  with  a 
gentle  current  on  their  way  to  the  Atlantic,  through  the  valley  of 
the  Susquehanna.  No  one,  viewing  this  part  of  the  State  of  New 
York,  and  tracing  the  numerous  fertile  vallies  which  branch  north- 
wardly from  that  of  the  Susquehanna,  and  terminate  near  long  navi- 


20 


gable  rivers,  or  within  a few  miles  of  the  Erie  Canal — can  avoid  being 
strongly  impressed  with  the  simplicity  and  beauty  of  the  geological 
structure  of  the  country,  and  of  the  numerous  facilities  for  internal 
trade.  We  waive,  for  the  present,  a particular  consideration  of  the 
character  and  extent  of  this  trade — in  order  to  point  out  here  the  ex- 
tent of  country,  and  especially,  of  already  completed  lines  of  internal 
improvement,  which  the  North  Branch  Canal  would  unite. 

Turn  we  once  more  to  the  map  : — Havre  de  Grace , on  Chesapeake 
Bay.  At  this  point  commences  the  Susquehanna,  or  Tidewater 
Canal,  which  extends  to  Columbia  on  the  Susquehanna  river — a 
distance  of  forty-five  miles.  Here  it  unites  with  the  Central  di- 
vision of  the  Pennsylvania  Canal,  which  continues  up  the  river  to 
Duncan’s  Island.  At  this  place,  it  branches  pff,  up  the  Juniata  to  the 
Ohio  river,  at  Pittsburgh,  in  one  direction,  and  ascends  the  valley  of 
the  Susquehanna,  in  another.  The  latter  is  the  route  we  are  con- 
sidering. A wide,  well  constructed  canal  is  completed  and  in  opera- 
tion along  the  Susquehanna  to  the  mouth  of  Solomon’s  Creek,  three 
miles  below  Wilkesbarre.  We  note  this  point,  for  here  commences  the 
line  of  improvement  embraced  in  the  charter  of  the  North  Branch 
Canal  Company.  From  the  mouth  of  Solomon’s  Creek  up  the  river 
some  ten  miles  above  Wilkesbarre  to  Pittston,  the  canal  is  also 
complete  and  in  operation — beautifully  and  substantially  constructed 
throughout.  This  part  of  the  finished  line,  from  the  mouth  of 
Solomon’s  Creek  to  Pittston,  including  the  feeder,  is  given  to  the 
Company , with  all  the  work  on  the  unfinished  portion , upon  terms 
to  which  we  shall  hereafter  refer.  From  Pittston  to  the  north- 
ern boundary  of  Pennsylvania,  the  Canal  is  more  than  two- 
thirds  finished  by  the  State;  over  two  millions  of  dollars  having 
been  expended  upon  it:  the  distance  is  ninety  miles.  Thence  up 
the  Chemung  river  fifteen  miles,  to  Elmira  in  the  State  of  New  York 
— also  unfinished.  At  Elmira  we  reach  the  Chemung  Canal,  con- 
structed by  the  State  of  New  York,  to  the  head  of  Seneca  Lake. 
Here  the  beautiful  Lake  itself,  narrow,  deep  and  never  frozen,  is 
navigated  by  steamboats  at  all  seasons  down  to  the  outlet  at  Geneva. 
Thence  partly  through  the  outlet  of  the  Lake,  and  partly  by  a State 
improvement,  we  reach  Montezuma,  on  the  Erie  Canal.  Thus,  it 
will  be  perceived — when  the  section  between  Pittston  and  Elmira  is 
completed  (and  the  work  is  already  more  than  half  done) — there  will 
be , through  the  heart  of  the  two  great  states  of  Pennsylvania  and 
New  York , an  unbroken  line  of  internal  navigation — uniting  Chesa- 
peake Bay,  Lake  Erie,  Lake  Ontario,  Lake  Champlain,  and  the 
Hudson  river ! 

Now,  before  we  proceed  to  remark  upon  the  chances  of  revenue 
upon  our  work,  let  us  trace  again  the  line  we  have  pointed  out,  and 
mark  in  detail  its  numerous  connections  and  inlets,  and  immense 
space  over  which  they  spread,  like  arteries  in  the  human  frame,  dif- 
fusing life  and  energy  throughout  a great  and  prosperous  country. 
From  Havre  de  Grace  up  the  valley  of  the  Susquehanna,  to  the 
Northern  boundary  line  of  Pennsylvania,  is  about  three  hundred 


21 


miles.  From  this,  through  the  Seneca  lake  and  by  the  Erie  canal  to 
Buffalo,  two  hundred  and  sixty  more, — making,  in  round  numbers, 
this  line  of  communication  between  Chesapeake  Bay  and  Lake  Erie 
five  hundred  and  sixty  miles.  Intersecting  and  lateral  to  this  line,  on 
our  way  northward  from  the  bay,  we  have,  first,  at  Columbia,  the 
railway  to  Philadelphia,  eighty-one  miles  in  length.  Then,  at  Middle- 
town,  we  find  the  Union  Canal  connected  with  the  Schuylkill  river 
at  Reading,  eighty-two  miles.  From  Reading,  the  Schuylkill  naviga- 
tion, extending  some  sixty  miles  farther,  makes  the  line  complete 
from  the  Susquehanna  river  to  Philadelphia.  To  resume  our  route: 
from  Middletown,  up  the  valley  of  the  Susquehanna,  we  next  have, 
at  Harrisburgh,  the  railway  through  a part  of  the  fine  old  county  of 
Lancaster,  to  the  city  of  Lancaster,  thirty-five  miles.  Crossing  to  the 
other  side  of  the  Susquehanna  from  Harrisburg,  is  the  Cumberland  * 
valley  railway  finished  to  Chambersburg,  fifty  miles.  Still  up- 
ward, at  Duncan’s  Island,  is  the  line  extending  up  the  Juniata,  and 
across  the  Alleghany  to  Pittsburgh,  two  hundred  and  fifty-eight.  At 
Northumberland  diverges  the  West  Branch  Canal,  running  almost  to 
the  geographical  centre  of  the  State,  seventy-three  miles.  At 
Wilkesbarre,  we  meet  with  the  works  of  the  Lehigh  Navigation  Com- 
pany, which  crossing  the  Delaware  river  at  Easton,  unite  with  the 
newly  improved  Morris  Canal,  and  make  the  chain  perfect  from 
Wilkesbarre,  on  the  North  Branch  of  the  Susquehanna,  to  the  city  of 
New  York,  one  hundred  and  ninety-four  miles.  At  Towanda,  Brad- 
ford county,  a railway  near  twenty  miles  in  length,  penetrates  a rich 
bituminous  coal  field,  with  extensive  beds  of  iron  ore  intermingled, 
like  those  near  Pittsburgh.  At  the  State  line,  above  Athens,  crossing 
the  line  of  navigation  we  have  been  pursuing,  is  the  New  York 
and  Erie  Railway,  four  hundred  and  forty  six  miles.  This  point  is 
about  equi-distant  between  the  two  extremities  of  that  great  work — 
Dunkirk,  on  Lake  Erie,  and  Tappan  bay,  on  Hudson  river. 

At  Elmira,  there  is  a connection  by  canal  and  railway,  with  the 
bituminous  coal  fields  of  Tioga  county,  Pennsylvania,  fifty  miles. 
From  Elmira,  our  route  proceeds  by  the  Chemung  canal  (which 
should  be  enlarged  to  accommodate  the  immense  trade  that  will 
crowd  through  it  when  the  remainder  of  the  line  is  completed)  to 
the  Seneca  Lake,  twenty-three  miles.  This  deep,  narrow  lake  stretches 
some  forty  miles  through  a beautiful  country,  precisely  in  the  requi- 
site direction  ; and  boats  are  easily  transported  upon  it  to  its  outlet 
at  Geneva;  thence  partly  through  this  outlet,  and  partly  through  an 
artificial  route,  (which  is  also  connected  with  Cayuga  lake)  to  Mon-' 
tezuma,  on  the  Erie  canal.  From  Montezuma  to  Albany  is  two 
hundred  and  five  miles — to  Buffalo,  one  hundred  and  fifty-nine  miles. 
These  two  distances  make  up  the  entire  line  of  the  Erie  Canal,  con- 
necting Lake  Erie  and  the  Hudson  ; and  may  also  be  embraced  in 
the  lateral  and  minute  survey  we  are  taking.  Between  Albany  and 
Buffalo  (not  overlooking  the  fact  that  Albany  is  united  to  Boston  by 
an  excellent  line  of  railways)  we  first  meet,  nine  miles  from  Albany, 
on  our  way  northward,  the  Champlain  Canal,  extending  to  White 


22 


Hall,  on  Lake  Champlain,  seventy-six  miles.  Then  at  Rome,  the 
Black  River  Canal  unites  with  the  Erie — running  eighty-six  miles 
into  the  northern  interior  of  New  York.  At  Syracuse,  the  Oswego 
Canal  diverges  to  Lake  Ontario,  thirty-six  miles.  Passing  Monte- 
zuma, the  point  where  the  route  to  Chesapeake  bay  unites  with  the 
Erie  Canal — we  next  at  Rochester,  find  the  Genesee  valley  canal,  ex- 
tending to  Olean  Point,  on  the  Alleghany  river,  one  hundred  and 
twenty-two  miles.  When  we  arrive  at  Lake  Erie,  the  almost  end- 
less navigation  of  the  great  northern  lakes  is  before  us.  We  can 
reach  the  ocean  through  the  Gulf  of  St.  Lawrence,  or  proceed  inland 
to  the  Gulf  of  Mexico  ! 

Where,  in  all  the  wide  world  beside,  can  such  an  exhibition  be 
found  ? Where,  a country  so  interlaced  with  such  an  extent  of  arti- 
4 ficial  internal  navigation? 

The  North  Branch  Canal  is  the  only  unfinished  link,  that  too,  near 
the  centre  of  this  great  chain  of  improvement ; which  passes  two  of 
the  finest  anthracite  and  bituminous  coal  regions  in  the'  Union,  and 
through,  also,  large  deposits  of  gypsum  and  lime.  The  rich  salt 
springs  of  New  York  are  by  its  side,  and  its  whole  distance  is 
through  a thickly  populated  and  fertile  country.’5 


SYNOPSIS  OF  CHARTER. 

The  original  Law  of  Pennsylvania,  authorizing  the  Governor  to 
incorporate  the  North  Branch  Canal  Company,  provides  in  substance, 
as  follows: 

1st.  That  Commissioners  be  appointed  to  receive  the  subscriptions 
(any  five  of  them  authorized  to  act)  for  10,000  shares  of  100  dollars 
each. 

2d.  That  when  5,000  shares  are  subscribed  by  twenty,  or  more 
persons,  and  one  dollar  per  share  paid,  the  Commissioners  to  certify 
to  the  Governor  of  Pennsylvania,  who  shall  then  issue  letters  patent, 
constituting  the  subscribers  a body  politic  and  corporate,  with  powers 
to  increase  the  stock  to  2,000,000  of  dollars,  &c. 

3rd.  The  Commissioners  to  give  notice  for  organizing  the  Company, 
by  electing  out  of  the  subscribers  thirteen  managers,  citizens  of  Penn- 
sylvania. 


4th.  The  Company  authorized  to  take  possession  of  the  North 
Branch  Canal,  from  Lackawanna  creek,  in  the  county  of  Luzerne, 
to  the  State  line  in  Athens  township,  in  the  county  of  Bradford — 
when  100,000  dollars  of  the  stock  subscribed  shall  be  actually  paid, 
&c. 

5th.  Continues  the  full  enjoyment  of  all  said  works  to  the  Company 
till  the  year  1885,  when  the  State  of  Pennsylvania  has  the  privilege 
of  resuming  the  same  by  paying  the  cost  of  completion,  and  seven 
per  cent,  interest  thereon,  per  annum,  from  the  time  of  the  outlay  of 
the  money,  &c. 

6th.  Authorizes  the  collection  of  tolls  on  the  completion  of  each 
and  every  ten  miles  of  the  said  Canal,  and  only  limits  those  on  iron 
ores  and  coal  to  seven  and  a half  mills  per  ton  per  mile,  leaving  all 
other  articles  unrestricted  as  to  the  rate  of  tolls  to  be  charged. 

7th.  That  the  work  should  be  commenced  in  one  year,  and  com- 
pleted within  three  years  from  the  passing  of  the  act. 


In  order  to  obviate  some  objections  which  were  started  in  regard 
to  one  or  two  provisions  of  the  original  charter,  the  friends  of  the 
improvement  obtained  a Supplementary  Act,  approved  the  4th  of 
April,  1843 — which  provides: 

1st.  That  the  time  be  extended  for  opening  Books  of  Subscription, 
as  well  as  for  commencing  and  completing  the  works,  till  1844  and 
1847,  &c. 

2d.  Grants  and  gives  to  the  Company,  upon  its  organization,  as  by 
section  4th  of  the  original  act,  ABOUT  SIXTEEN  MILES  OF 
FINISHED  CANAL;  extending  from  the  Lackawanna  creek 
through  Wilkesbarre,  to  the  mouth  of  Solomon’s  creek,  being  all  in 
the  coal  fields  of  Wyoming  valley. 

3d.  Requires  the  Company  to  construct  a navigable  feeder  up  the 
said  Lackawanna  creek  about  four  miles. 


Subsequently,  (on  the  16th  of  April,  1845,)  the  following  very 
liberal  addition  was  made  to  the  former  privileges  granted  to  the 
Company. 

1st.  Authorizing  a re-opening  of  the  books  for  subscription  to  the 
Stock,  and  extending  the  time  for  commencing  the  work  to  1st  May, 
1847,  and  for  completing  the  same  to  1st  May,  1857. 


24> 


2d.  That  when  the  work  was  completed  to  the  borough  of  Athens, 
the  Company  to  have  exclusive  right  to  construct  a canal  in  the  valley 
of  the  North  Branch , and  no  other  Company  should  construct  a 
railway. 

3d.  Giving  the  Company  the  right  to  borrow  $250,000,  after  ex- 
pending $500,000  on  the  canal. 

4th.  Company  not  to  charge  less  tolls  than  are  charged  on  Penn- 
sylvania Canal. 

5th.  Not  less  than  eight  of  the  thirteen  managers  to  be  citizens  of 
Pennsylvania. 


The  Act  of  the  3d  of  March,  1847,  extended  the  time  within 
which  the  Company  was  to  commence  its  work,  to  the  lst^of  May 
1848. 


An  Act  of  Assembly  of  the  State  of  New  York,  passed  February 

26,  1846,  entitled  “An  Act  to  incorporate  the  Junction  Canal 

Company”  provides  in  substance  as  follows : 

Sec.  1.  Commissioners  named  in  the  Act,  are  authorized  to  receive 
subscriptions  to  the  amount  of  500,000  dollars,  in  shares  of  100  dol- 
lars each.  One  dollar  per  share  to  be  paid  in  at  the  time  of  sub- 
scribing. 

Sec.  2.  Whenever  4000  shares  shall  have  been  subscribed,  the  per- 
sons subscribing  to  the  stock  are  made  a body  politic  and  corporate, 
by  the  name  and  style  of  “ The  President,  Directors  and  Company 
of  the  Junction  Canal  Company ,”  with  the  several  powers  and  pri- 
vileges conferred  under  the  revised  statutes,  of  holding  stock,  and 
personal  and  real  estate,  &c. 

Sec.  3d  and  4th.  The  management  of  the  Company  to  be  vested 
in  seven  Directors  to  be  chosen  annually  with  the  manner  of  notice 
and  holding  of  elections,  and  manner  of  filling  vacancies. 

Sec.  5th.  The  Directors  shall  choose  a President,  Secretary  and 
Treasurer,  to  hold  office  during  the  pleasure  of  the  Board ; a majo- 
rity of  the  Directors  to  be  a quorum ; with  power  to  forfeit  stock, 
and  collect  amounts  due  on  shares. 

Sec.  6th.  The  Directors  shall  have  power  to  direct  the  time  and 
place  of  their  meetings  ; to  appoint  surveyors,  engineers,  superin- 
tendents, and  other  artists  and  officers,  and  fix  their  salaries,  and 
direct  and  control  the  payment  of  moneys,  &c. 

Sec.  7th.  Certificates  of  stock  shall  be  issued,  and  the  manner  of 
their  transfer  provided  for. 

Sec.  8th.  The  Corporation  are  authorized  and  directed  to  construct 
a canal  or  slack  water  navigation,  of  such  suitable  width,  depth 


25 


and  dimensions  as  they  may  determine,  from  a point  at  or  near 
the  termination  of  the  Chemung  Canal,  at  or  near  Elmira  in  the 
county  of  Chemung,  through  or  along  the  valley  of  the  Tioga  river, 
to  the  line  of  the  State  of  Pennsylvania,  at  or  near  Athens  in  the 
county  of  Bradford  in  said  State,  to  connect  with  the  North  Branch 
Canal  at  or  near  said  point ; with  power  to  form  and  construct  all 
the  works  incident  to,  necessary  or  convenient  for  constructing,  main- 
taining and  repairing  such  canal  or  navigation. 

Sec.  9th  and  10th.  Authorizes  the  purchase  and  holding  of  lands 
and  real  estate,  and  provides  for  the  assessment  of  damages  in  cases 
of  dispute  between  the  corporators  and  owners  of  lands  occupied  or 
injured  in  the  progress  of  the  work. 

Sec.  11th.  Authorizes  the  entering  upon  adjacent  lands  for  materi- 
als, and  provides  the  manner  of  assessing  damages. 

Sec.  12th.  Authorizes  the  receiving  of  tolls  not  exceeding  the  rate 
of  two  cents  and  five  mills  per  mile  for  every  ton  weight  of  the 
ascertained  burthen  or  capacity  of  any  boat  or  vessel,  laden  with 
or  engaged  in  the  transportation  of  coal,  salt  or  plaster. 

Sec.  13.  Power  to  collect  tolls,  with  penalty  of  forty  dollars  upon 
vessels  passing  without  paying  tolls. 

Sec.  14th.  Provides  the  method  of  ascertaining  the  tonnage  of 
boats. 

Sec.  15th.  Penalty  for  damage  committed  upon  the  property  of  the 
Company  to  four  times  the  amount  of  that  damage. 

Sec.  16th.  Rule  for  blowing  the  horn  when  a boat  is  approaching 
the  lock,  and  penalty  upon  the  corporation  for  unnecessary  detention 
of  a boat. 

Sec.  17th.  Corporation  required  to  erect  bridges  over  public  and 
private  roads,  or  when  canal  runs  through  and  divides  the  grounds 
of  an  individual. 

Sec.  18th.  Directors  to  keep  accounts  of  monies  received  and 
expended,  and  with  the  concurrence  of  the  stockholders,  to  increase 
the  number  of  shares,  if  necessary  for  the  completion  of  the  work. 

Sec.  19th.  Direction  to  declare  dividends. 

Sec.  20th.  The  corporation  may  not  take  possession  of  any  private 
property  without  the  consent  of  the  owner,  or  giving  security  to  pay 
the  damages  as  herein  directed  to  be  assessed. 

Sec.  21st.  Legislature  may  alter  or  repeal  this  charter. 

An  act  containing  precisely  the  same  provisions  has  been  passed, 
authorizing  a connection  between  the  North  Branch  Canal  at  Athens, 
and  the  Chenango  Canal  at  Binghampton  in  the  State  of  New 
York. 


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